Convertible Reviews

Now for something completely different; a German Mercedes sportscar with an American body, a low price tag and styling that looks like nothing else on the road.

First drive of the new Ford Mustang V8 ahead of its arrival in Australian showrooms in 2015.To paraphrase Crocodile Dundee, now that’s a Mustang. Having tested the four-cylinder version of the 2015 Ford Mustang earlier in the day, it was time to get behind the wheel of the ‘real’ one: the 5.0-litre V8.I can’t repeat in front of a polite audience the exact words that came out of my mouth having floored the V8 Mustang for the first time, but suffice to stay I said it a lot.It’s a good thing Ford put big brakes on the new Mustang because you use them quite a bit to slow down -- just so that you can floor it back up to the speed limit again.I initially thought the output of the V8 was a bit ho-hum on paper. The power rating of 325kW (a bit over 400 horsepower in the old money) and the torque rating (the measure of an engine’s ability to overcome resistance, or pull a stump out of the ground) of 540Nm also didn’t look like much.That’s because the V8s we have back home in Australia -- in the Ford and Holden camps -- have more than this, so I went in with low expectations.But the Mustang is relatively light for a V8 muscle car (even if it is between 3kg and 40kg heavier than before) and boy does this thing haul.Better still, once the revs rise to 4000rpm, with its lungs full of air, the engine absolutely belts. It gets better the more you keep your foot into it.Follow me for a moment: it accelerates harder and more quickly the higher the revs go. Customarily, V8s have asthma attacks. Not this one. This all new 5.0-litre V8 is a bit special, regardless of its ho-hum numbers.We don’t have the 0 to 100km/h times yet because Ford doesn’t publish them. (It rightly argues that results vary too much between driver techniques, and road conditions).But it feels as quick as a Falcon GT. And that’s supercharged, the Mustang is not.Admittedly, this is a seat-of-the-pants feeling only. We’ll put timing equipment on it when it goes on sale in Australia in the second half of 2015.In the meantime, I’ve got some winding mountain roads behind the city of Los Angeles to enjoy.That said, ‘enjoy’ is a relative term. After just five minutes of enthusiastic driving I’m getting a sweat up, as if I’d just run up a flight of stairs.The Mustang V8 is a little heavier than the four-cylinder, especially over the nose, so you’ve got to work it harder to get around a bend.Don’t get me wrong: the chassis is brilliant. The North American press have declared it a revelation since it finally has independent rear suspension. Previous Mustangs had a rear end that could without exaggeration be traced back to the horse and cart.But it’s not as light and nimble on its feet as the four-cylinder Mustang. To be fair, we tested a four-cylinder with sport suspension, and a V8 with comfort suspension. Nevertheless, there was a stark contrast.Which means choosing between the four-cylinder and the V8 Mustang is going to create a dilemma almost as difficult as choosing between an iPhone6 and an iPhone6 Plus.It depends on whether you want to go quickly in a straight line, or have superior cornering ability.The diehards will buy the V8 no matter what. They’re the people that probably will buy a really big phone, even if it bends, just because it is a really big phone.But I can’t blame them. The sound of the V8 alone is glorious. If only Ford could make the four-cylinder to sound like that.

Joshua Dowling tests the new four-cylinder Mustang in the US before it goes on sale in Australia next year.Push the 'start' button on the new Ford Mustang and you expect the rumble of a V8. But what I have here is an eerie silence. I've grabbed the keys to a four-cylinder Mustang. And I can barely hear it.That's right. A four-cylinder Mustang.Ford has added a four-cylinder to the Mustang range to broaden the car's customer appeal and to meet strict fuel economy targets in Europe. Australia will get both the four-cylinder and the V8 when it arrives in showrooms in the second half of 2015, but I've grabbed the keys to the four-cylinder first because that's the one everyone is most curious about. Australians have had an aversion to large cars and four-cylinder engines since the asthmatic four-cylinder Commodore from the 1980s. Holden chopped two cylinders off the red six to create the Starfire four in a kneejerk reaction to the fuel crisis in the 1970s; in the end the four-cylinder used as much fuel as the six-cylinder because it had to work so hard to move the Commodore's weight. But times have changed and so has technology. The four-cylinder in the latest, sixth-generation Mustang (Ford also fitted four-cylinder engines to the Mustang in the US between 1978 and 1993) has new turbocharger technology and has almost as much power as the previous V8. BMW and other German car makers are also now getting epic performance from turbocharged four-cylinder engines. But this is a Mustang. Can you get away with four-cylinder sacrilege in an American icon? On first impressions, the answer is no. In stop-start Los Angeles traffic the four-cylinder sounds, well, ordinary. It sounds like a small French van, and not at all like a Mustang should. The side mirrors are also too small (here's hoping Ford Australia fits convex mirrors on both sides), making it hard to pick your way through the bump and grind. The bland standard seats are designed more for broad behinds rather than comfort and support. And you can forget the back seats; their only purpose is to somehow convince your life partner than you might, just might, be able to squeeze the kids in the back there. The Mustang suspension is too firm and busy over even modest bumps at suburban speeds. On the bigger bumps it almost made me motion sick. Fortunately, the traffic eventually clears and we find ourselves on the winding mountain roads behind Hollywood and into the great blue yonder. In another twist of fate, we don't have any traffic ahead of us, save for some aspiring Olympic cyclists on a morning hill workout. Only then does the four-cylinder Mustang start to shine. Rev the engine above 4500rpm and the small French van sound starts to develop some character, with a subtle engine growl. A small dose of the exhaust note from the Renault Megane RS275 or Mercedes-Benz A45 AMG would be a welcome improvement. At this point, I'd prefer to hear nothing at all than a weak attempt at an engine note. But all is quickly forgiven after the first series of twists and turns. The four-cylinder Mustang steers beautifully. Because the four-cylinder engine weighs less than the V8, there is less weight over the nose and better overall balance in the car front-to-rear. (For the tech heads, the weight balance is a near-perfect 52:48 for the four-cylinder and 55:45 for the nose-heavy V8).The suspension that was too firm around town is in fact just right once you hit the open road. It's nothing short of superb. Power delivery across the rev range is the other surprise. The power is there and ready, whenever you need it.Ford does not publish 0 to 100km/h times, but the four-cylinder is said to be only slightly slower than the V8. It certainly feels quick enough for most tastes. (We'll know for sure when we test it in Australia next year.) With less weight to bring to a stop (compared to the V8) the brakes have a sharp, responsive and reassuring feel. The Pirelli tyres on the "Performance Pack" model tested stuck to the curves like chewing gum to a thong on a hot summer's day. Before I know it, I'm grinning like a kid with a new toy. And I've forgotten what engine is under the bonnet. In fact, once you're on the move there almost no way for anyone else to pick the difference between the four-cylinder and the V8 versions of the Mustang. They both get dual exhaust pipes and the same good looks. For the anoraks among us, though, the V8 grille has a pair of vertical 'blades' and a GT badge on the rear, while the four-cylinder gets the Mustang 'pony' badge on its rump. Both models get the super-cool three-step indicators in the tail-lights, that light up from the inside out, one vertical bar at a time. Another piece of trivia: this car may be Ford's most recognised model globally, but it doesn't have a Ford badge on it anywhere. There's a tiny Ford logo stamped in the shaded area of the windscreen. With a car this good, Ford deserves to put a badge on it. Regardless of what engine is under the bonnet.

It's the season for convertible cruising and the wind-in-the-hair feeling need not come at great expense.Top-down driving with the wind in your hair isn't solely the province of the rich and famous. For as little as $21,000 drive-away, the sticker price of the little Fiat 500C convertible, you can savour spring motoring.Convertibles don't have to be fast, just cool. And they don't have to be practical because you - and sometimes your partner - are probably the only people enjoying the ride. But they have to be safe.There are about 40 convertible models around. Most exceed $60,000 but prices peak with the $1,075,000 Rolls-Royce Phantom Drophead.Convertibles are counted among sub-$100,000 sports cars, a segment that is powering. Sales are up 24 per cent to the end of August. Expect even stronger spring and summer sales as buyers eye the skies.SPRING SPIDERS This trio will put a smile on your face and won't bite too deep into your wallet. The Abarth 595, Mazda MX-5 and Audi A3 escape machines also suit city and suburban duties.VALUE Compact dimensions, four-cylinder engines and frugal fuel thirst indicate low ownership costs. But they're not in the same budget price band as hatchbacks.Audi's A3 Cabriolet, from $47,300, needs options to cement its prestige aura. Satnav, rear camera etc are packaged for $2000 and you'll have to add $450 for the acoustic roof, which should be standard. That's $49,750 plus on-road costs. There's no capped-price servicing - Audi estimates annual costs of about $500.Abarth's 595 Competizione convertible is the eighth model from the Fiat-owned performance arm. Theoretically, it's not a Fiat so there's are big bragging rights for the car's $39,000 price. Equipment levels are good, from 17-inch spidery alloy wheels to Sabelt race seats, digital instrument panel, full-length electric sunroof and Bluetooth connectivity. Again, no service program though Fiat/Abarth has a service menu. The marque's exclusivity benefits three-year resale, estimated at 61 per cent by Glass's Guide.The Mazda MX-5 is the world's most popular sports car and the only one voted a classic while still in production. There's a new one early next year. Meanwhile the two-seater exemplifies simplicity and a dogged mandate to achieve fine handling using off-the-shelf components.But it's expensive at $47,280 and has been around the block too many times to miss out on features we now expect as standard - park sensors, reverse camera, Bluetooth and so on. Mazda's capped price servicing contains service charges, keeping to as little as $929 for three years. Resale is 53 per cent.DESIGN This is a car segment that is all about "look at me''. Which one will get you the most looks or make you the centre of attention? Here the jury is divided - the Abarth looks as if it's on steroids and on test drew the most attention. The Mazda is clearly a sports car but despite its austere beauty, is too common to turn many heads. The Audi is perfectly proportioned, undeniably elegant and its visual appeal is reinforced by its German badge.The Abarth is all Italian flamboyance with chrome trim, lots of colour and artistic detail. The digital instrument panel is clever and incorporates data including lateral G-forces and the thin, body-hugging seats are trimmed in red cloth. Unnecessarily damaging to image is the Fiat "500C" badge on the passenger-side dash.The electric roof is more an extended fabric sunroof that retreats in stages, culminating in collecting up the rear glass and folding like a bustle above the boot lid masking all rear vision. Luggage space is 182L, expanding to 520L with the rear seats folded.The Mazda has a metal folding roof (also electric and also folding out of sight; there's no longer a cloth-roof model). Cabin detail is sparse but perfectly suited to its sports car theme and all-black materials ensure glare-free driving. Luggage space is only 150L.Inside, the Audi wins. Its cabin is clinical but oozes quality. It can fit four adults, only matched here by the Abarth. The boot is surprisingly spacious at 320L. The cloth roof folds back perfectly in line with the body so it looks classy topless or fully clothed.TECHNOLOGY The Abarth crowds a small but punchy turbo into the tiny nose for frugal use of 91RON petrol. A "sport" mode boosts outputs while race-oriented chassis components include intuitive Koni dampers up front, vented discs all around and dual-weighted steering.The simplest is the Mazda, sharing parts with the family's previous generation passenger cars yet riding on a unique platform. The engine outputs are relatively uninspiring but it's relatively frugal on 95RON fuel. It has perfect weight distribution. Honed suspension components and some aluminium parts (the bonnet, for example) keep weight down to help performance. The six-speed gearbox is shared with the Toyota 86.Riding on VW Group's lauded Golf platform, the Audi has a very taut, composed ride. Its turbo four turns a seven-speed dual-clutch auto for easily the best fuel efficiency, despite being the topweight here.SAFETY The four-star Mazda shows its age while the others, with contemporary safety gear, score five. There is a distinct sense of vulnerability that generally goes with the convertible territory.Audi has seven airbags, front and rear park sensors, active rollover protection and auto wipers and headlights plus optional safety kit. The Abarth has rear park sensors (but desperately needs a camera), tyre pressure alerts, bi-xenon headlights and five airbags. Only the Mazda has no spare; the others have space-savers.DRIVING Noise - and lots of it - is the Abarth's calling card. With engine and exhaust in "sport" mode, it sounds as if it's competing in a World Rally Championship stage.Generally, it's fun to drive, the open-air experience is wonderful. Power pours on, rushing through the beautifully weighted five-speed manual. The steering is pin-sharp and the seats wrap around the body, though the driving position is best for smaller people.When the road gets bumpy, however, the suspension is too hard to be comfortable. The Abarth's ride degenerates into a brutal shake that throws the short-wheelbase car offline through corners and even blurs the driver's vision.Far more domesticated is the venerable Mazda, which is the best at making driver and car fit like hand in glove. You can almost think it through corners, almost move your hips to adjust the rear end and merely apply light steering wheel pressure to arc the tightest corner.Ride comfort and handling are perfectly balanced and even if the engine wants for urge, it's such fun and remarkably competent in the city. Drop the top and you feel as if you're on an oversize skateboard.The Audi, however, takes the honours. The body rigidity and (optional) acoustic cloth roof lining make it feel more like a sedan. The silky smooth engine is incredibly frugal.Top down - it can be dropped at up to 50km/h - the wind buffeting is more than acceptable and the (optional) neck warmers combat crisp morning or evening air. The auto gearbox has a little low-speed lag but, overall, it's a beautifully accomplished car.VERDICT The Abarth is an enraged boiled egg; the Mazda is dictionary definition roadster; the Audi is the recipe for everything topless. Raw-edged owners will pick the Italian, singles will buy the MX-5 and more mature drivers will go for the Audi.WHAT'S A SPIDER?The term "spider" (or marketing variations such as spyder) is apparently drawn from a horse-drawn, light and open two-seater carriage popular in Britain in the era before motor vehicles. The carriage was known as a "speeder" but as the carriage became popular in Italy the phonetic spelling - "spider" - was adopted. As horses made way for internal combustion, small two-seat convertible sportsters became known as "spiders". There is also ostensibly a reference to the original folding-roof frames resembling spindly spider's legs.AT A GLANCE Mazda MX-5: 4/5Price: From $47,280 Warranty: 3 years/unlimited km Capped servicing: From $929 for 3 years Service interval: 6 months/10,000km Resale: 53 per cent Safety: 4 stars ANCAP Engine: 2.0-litre 4-cyl, 118kW/188Nm Transmission: 6-speed man; RWD Thirst: 8.1L/100km, 95RON, 192g/km CO2 Dimensions: 4.0m (L), 1.7m (W), 1.3m (H) Weight: 1167kg Spare: None Audi A3 Cabriolet Attraction: 4.5/5Price: From $47,300 Warranty: 3 years/unlimited km Capped servicing: No Service interval: 12 months/15,000km Resale: 50 per cent Safety: 5 stars ANCAP Engine: 1.4-litre 4-cyl turbo, 103kW/250Nm Transmission: 7-speed dual-clutch auto; FWD Thirst: 4.9L/100km, 95RON, 114g/km CO2 Dimensions: 4.4m (L), 1.8m (W), 1.4m (H) Weight: 1380kg Spare: Space-saver Abarth 595 Competizione: 3.5/5 Price: From $39,000 Warranty: 3 years/150,000km Capped servicing: No Resale: 61 per cent Service interval: 12 months/15,000km Safety: 5 stars ANCAP Engine: 1.4-litre 4-cyl turbo, 118kW/230Nm Transmission: 5-speed man; FWD Thirst: 6.5L/100km, 155g/km CO2 Dimensions: 3.7m (L), 1.6m (W), 1.5m (H) Weight: 1035kgSpare: Space-saver

Chris Riley road tests and reviews the Audi A3 Cabriolet, with specs, fuel consumption and verdict.

Stuart Martin road tests and reviews the BMW 420d Convertible, with specs, fuel consumption and verdict.

Peter Anderson road tests and reviews the 2014 BMW 435i Convertible M Sport, with specs, fuel consumption and verdict.

Malcolm Flynn road tests and reviews the new Fiat 500, with specs, fuel consumption and verdict.

Stuart Martin road tests and reviews the Audi A3 Cabriolet, with specs, fuel consumption and verdict.

Ewan Kennedy road tests and reviews the Audi A3 Cabriolet, with specs, fuel consumption and verdict.